Device for adjusting the cover of a sunroof of an automobile

ABSTRACT

An apparatus for a sunroof that contains at least one cover part for selectively closing and at least partially opening an opening in a rigid roof surface of an automobile. The apparatus is used in conjunction with a roof opening that contains a base part with side parts that lie opposite one another and define a longitudinal direction. The sunroof includes a cover part that can be tilted as well as slid along the longitudinal direction. The apparatus includes a cover carrying element that is connected to the cover part and can be pivoted about a cam pin which extends transverse to the longitudinal direction and can slide along the longitudinal direction.

[0001] The invention pertains to a device for adjusting a cover of asunroof according to the preamble of claim 1.

[0002] Sunroofs of this type contain at least one cover part forselectively closing and at least partially opening an opening in a rigidroof surface of an automobile, wherein said cover part can be tilted andslid. At least one cover carrying element is connected to the cover partand can be tilted about a first cam that extends transverse to thesliding direction of the cover part, wherein said cover carrying elementcan also be slid along the sliding direction in the tilted position.Guide rails are provided near the edges of the opening in the roof ofthe automobile in order to realize said sliding, wherein a transportcarriage can be slid along said guide rails. In addition, adjustmentmeans are provided for tilting the cover part in such a way that thetransport carriage and the cover part carry out a movement relative toone another along the sliding direction. If the cover part of suchsunroofs is slid above the roof surface of the automobile, they aregenerally referred to as “spoiler roofs.”

[0003] In such spoiler roofs, it is problematic that the same transportcarriage is used for realizing the tilting as well as the sliding of thecover part in that the sliding is usually not desired during the tiltingprocess. Consequently, a so-called switching process is required suchthat when opening the cover part at the end of the tilting phase, thecover part which is initially held and prevented from sliding can besuitably slid toward the rear in the tilted position during theadditional sliding of the transport carriage. This process takes placein the corresponding, reverse sequence when the sunroof is closed.

[0004] In one known spoiler roof (DE-C2 3,311,452) that was introducedon the market quite some time ago, the cover part is rigidly connectedto a cover carrier that can be tilted and slid along a guide rail. Inthis case, the cover carrier represents a self-contained component thatcan be slid in the same guide rail as the transport carriage, whereinthe tilting axis of said cover carrier is positioned a significant cantdistance in front of the transport carriage (as seen from the forwarddirection of the automobile). Consequently, the slidable assemblyunavoidably has a significant length that limits the maximum degree ofopening the cover part. This problem is particularly evident in spoilerroofs of this type, particularly when they are retrofitted intoautomobiles. In this case, an opening lever is connected to thetransport carriage via a cam arrangement and to the cover carrier or thecover part via a turning knuckle in tilted/articulated fashion. The camarrangement allows relative movement between the opening lever and thetransport carriages. In order to ensure that the cover part is not slidduring the upward tilting movement while the transport carriage carriesout its initial adjusting movement, the opening lever contains a lockingcam that, as the tilting angle of the opening lever increases,continuously moves out of a catch opening in the guide rail, which isstationarily fixed to the frame and into the guide rail, until thelocking cam is entirely located in the guide rail and can be slidtherein. This means that all moving sequences must be coordinated insuch a way that the cam arrangement between the transport carriage andthe opening lever has reached the position in which the sliding of thecover part was started at exactly the instant in which the locking camis completely moved into the guide rail. This switching process isassociated with a certain jolt because the guide rail of the camarrangement which initiates the switching process and starts the slidingprocess must have a significant inclination of approximately 40° so asto not transmit excessively high clamping forces upon the various camsduring the subsequent forward sliding of the tilted cover.

[0005] During the forward sliding of the tilted cover part, oneencounters the problem that the locking cams are guided in the sameguide rail as the tilting cam of the cover carrier and the transportcarriage, and that the locking cam must prevent a backward tilting ofthe cover part into the closed position during this sliding phase of thecover part. Consequently, the friction, to which the locking cam issubjected in the guide rail, increases in proportion to the flatness ofthe guide rail of the cam arrangement which causes the aforementionedswitching processes. This is the reason a compromise had to be foundbetween the intensity of the jolt and the intensity of the friction.

[0006] The previously described problems were significantly reduced whena spoiler roof (DE-C2 4,405,583) was introduced to the market at a latertime. In this adjusting device, a toggle lever arrangement without guidecurves is used instead of a cam arrangement consisting of a guide curveand cams. In this case, only one component that can be slid in a guiderail fixed to the frame is provided. This component accommodates thetransport carriage as well as the cover carrier and makes it possiblefor both of these components to move relative to one another. A lockingpin assigned to the roof carrier serves for locking the cover carrier tothe rigid roof frame of the automobile during the tilting phase of thecover part. This locking pin cooperates with an opening in the guiderail that is rigidly connected to the automobile. In this knownadjusting device, the length of the movable assembly was reduced incomparison to previously known arrangements, and the friction during theforward and backward sliding is, significantly reduced in particular. Inaddition, the jolt occurring during the switching process waspractically eliminated due to the elimination of the cam arrangementbetween the opening lever and the transport carriage. However, thisadjusting device still has the disadvantage of a relatively complexdesign and, specifically, a large number of components, the assembly ofwhich is correspondingly complicated.

[0007] A significant reduction in the required components was achievedwith the adjusting device according to WO 94/25301 which was introducedto the market at a later time. In this case, only a cover carrier, atransport carriage and a guide rail are required. Even the locking ofthe cover part in the closed position within the rear region of thecover part can be achieved with the previously described components.This is essentially achieved due to the fact that the pins for tiltingthe cover carrier are always guided in guide curves that intersect,wherein one guide curve is rigidly arranged on the automobile and theother guide curve is arranged in the transport carriage. This also makesit possible to eliminate locking elements for holding the cover carrierduring the tilting phase. The basic principle of guide curves thatintersect one another and serve for simultaneously accommodating thetilting axes for a cover carrier is also known from Japanese Patent No.1-54 208. In both of these adjusting devices for spoiler roofs, thesimplicity of which can scarcely be additionally improved, a noticeablejolt during the transition from the tilting phase to the sliding phaseof the cover part cannot be eliminated.

[0008] In a device for adjusting spoiler roofs of the initiallymentioned type, the invention is based on the objective of minimizingthe resistance, i.e. the friction during the transition from the tiltingphase to the sliding phase or from the sliding phase to the tiltingphase of the cover part despite the relatively short length of thetransport carriage and a minimization of the required components.

[0009] This objective is attained with an adjusting device according tothe characteristics of claim 1, wherein at least one locking means forseparately interlocking at least one transport carriage and theadjusting means, e.g., a cover carrier, is provided in order to tilt thecover part. In this case, the guide element for the carriage element(transport carriage) is provided with at least one control means, suchthat the carriage element and the adjusting element are effectivelyinterlocked in the sliding direction, i.e., they are unable to carry outrelative movements when the carriage element is slid between positions,between which the cover part is merely slid along the sliding directionin the tilted position. When the carriage element is slid betweenpositions when the cover part is essentially aligned with the roofopening and merely tilted, the carriage element and the adjustingelement are not interlocked, i.e., they are able to carry out relativemovements in the sliding direction.

[0010] In contrast to the state of the art according to DE-C2 3,311,452or DE-C2 4,405,583, the cover carrier is no longer interlocked to theguide element, i.e., the guide rail that is rigidly fixed to the roof,by means of a separate locking arrangement, but the separate lock actsbetween the cover carrier or, in general, the adjusting means of theroof part and the carriage element, i.e., the transport carriage.

[0011] Thus, the typical jolt that occurs during the transition from thetilting phase into the subsequent sliding phase of the cover part iseliminated. This is attained due to the fact that the cover part is notunlocked from an initially locked position by the locking means at theend of the tilting of the cover part because the locking means accordingto the invention is already in the unlocked position during the tiltingphase and consequently does not fulfill the function of holding thecover part with respect to the sliding direction during the tiltingphase.

[0012] In the simplest instance, the locking means according to theinvention only fulfills the function of a driver between the carriageand the adjusting means of the cover part when sliding the cover partinto the closing direction. Thus, frictional resistance as describedpreviously with reference to DE-C2 3,311,452 is reliably prevented.Frictional resistance as it occurs with the intersecting guide curvesaccording to WO 94/25301 can also be prevented with the locking meansaccording to the invention because any constraints due to intersectingguide curves are practically eliminated during this moving phase as wellas during the transition from the sliding phase into the tilting phaseor from the tilting phase into the sliding phase.

[0013] Due to the very simple means according to the invention,excellent advantages can be realized. These advantages are described indetail below with reference to various embodiments.

[0014] Additional characteristics that pertain in particular to thevarious options of designing the locking means as well as transitionsbetween the tilting phase and the sliding phase or the sliding phase andthe tilting phase which are subject to particularly unnoticeable joltsare disclosed in the additional claims.

[0015] The aforementioned components as well as the components claimedand described in the embodiments and the components to be utilized inaccordance with the invention are not subject to any particularrestrictions regarding their size, shape, material selection andtechnical concept, i.e., the selection criteria known in the respectivefield of application can be applied in unlimited fashion.

[0016] Additional details, characteristics and advantages of theinvention result from the following description of the correspondingfigures which show embodiment examples of the adjusting device. Thedrawing shows:

[0017]FIG. 1A a (section of a) spoiler roof that can be retrofitted andinstalled in the roof of a automobile, wherein the adjusting device islocated in the closed position;

[0018]FIG. 1B a schematic horizontal section through the spoiler roofaccording to FIG. 1A along line IB-IB;

[0019]FIG. 2A the same spoiler roof in an operating position at the endof the tilting phase;

[0020]FIG. 2B a horizontal section through the spoiler roof according toFIG. 2A (corresponding to the illustration in FIG. 1B);

[0021]FIG. 3A the same spoiler roof, wherein the cover part is tiltedupward and partially slid toward the rear;

[0022]FIG. 3B a horizontal section through the same spoiler roof duringthe phase according to FIG. 3A (corresponding to the sectionalrepresentations in FIGS. 1B and 2B);

[0023]FIG. 4A a vertical section through the same spoiler roof alongline A-A in FIG. 1A;

[0024]FIG. 4B a vertical section through the same spoiler roof alongline B-B according to FIG. 1A;

[0025]FIG. 4C a vertical section through the same spoiler roof alongline C-C according to FIG. 2A;

[0026]FIG. 4D a vertical section through the same spoiler roof alongline D-D according to FIG. 2A;

[0027]FIG. 5A a longitudinal section through the adjusting device of asecond embodiment of a spoiler roof (sectioned along line VA-VAaccording to FIG. 5B);

[0028]FIG. 5B a top view of the same adjusting device (view E accordingto FIG. 5A), wherein the upper guide rail region is also visible in thisfigure;

[0029]FIG. 6A the same adjusting device in operating position, in whichthe cover carrier is tilted and slid (corresponding to the operatingposition in FIG. 3), in the form of a longitudinal section along lineVIA-VIA according to FIG. 6B;

[0030]FIG. 6B a top view of the same adjusting device (view D accordingto FIG. 6A), wherein the upper guide rail region is also visible in thisfigure;

[0031]FIG. 7A a vertical section through the same spoiler roof alongline VIIA-VIIA according to FIG. 5A;

[0032]FIG. 7B a vertical section through the same spoiler roof alongline VIIB-VIIB according to FIG. 6A;

[0033]FIG. 8A a longitudinal section through a third embodiment of aspoiler roof which corresponds to the representation in FIG. 5A; and

[0034]FIG. 8B a longitudinal section through the same adjusting devicewhich corresponds to the representation in FIG. 6A.

[0035] In the first embodiment according to FIGS. 1A through 4D, aseparate locking arrangement between the cover carrier and the transportcarriage is realized in the form of a mechanically controllable lockingmeans that can be horizontally slid transverse to the sliding direction.This embodiment is described in detail below:

[0036]FIG. 1A shows that an approximately rectangular roof opening 14with conventionally rounded corner regions is arranged in the roofsurface 16 of an automobile, e.g., a passenger car (not shown indetail). At the edge of the opening, a two-part frame 13A, 13B surroundsthe edge of the roof surface 16 near the opening in sealed fashion,e.g., as known from retrofit sunroofs. Long extended guide elements 32are connected to the sunroof frame 13A, 13B on both longitudinal edgesof the roof opening. These guide elements which, for example, consist ofextruded aluminum have the function of guiding carriage elements 30,which are simply referred to as the transport carriages in the followingdescription, along two parallel edges of the sunroof opening, which lieopposite one another, with little friction and play. The transportcarriages 30 respectively carry one cover carrying element 20 that isrigidly connected to the cover part 12 which closes the sunroof opening.The cover carrying elements 20 are guided on or in the transportcarriages 30 such that they can be longitudinally slid between twoextreme positions. The cover carrying elements 20 and the transportcarriages 30 are connected via a first front cam 22 provided on thecarriages element 30 which can be slid in a first guide curve 24provided in the transport carriage 30 so as, to slightly raise the frontedge of the cover (shown on the left side in FIG. 1A). A second cam 26provided on the transport carriage 30 can be slid along a second guidecurve 28 provided in the cover carrying element 20. This second camarrangement makes it possible to raise the rear cover edge which islocated on the right in FIG. 1A higher than the front cover edge, i.e.,to tilt or pivot the cover 12 into the desired ventilation positionabove the roof surface 16. In order to fulfill this function, the firstand the second guide curves 24 and 28 which generally extend in the samedirection as the guide elements 32 have a correspondingly curvedprogression.

[0037] In addition, a (third) guide curve 40 is provided. This guidecurve is located on the front end of the guide element 32 and initiallyextends obliquely upward, whereafter it transforms into a horizontalprogression. The guide curve 40 guides a part of the first cam 22 whichextends through the first guide curve 24. Within the first section ofthe third guide curve 40 which extends obliquely upward toward the rear,the first cam 22 and consequently the cover part 12 are prevented fromsliding appreciably toward the rear. Within this section, the first camrather carries out an upward movement that is only slightly orientedtoward the rear, wherein said movement subsequently transforms into amore defined movement toward the rear with a less defined upwardmovement. Consequently, the transition between the tilting of the coverinto the position shown in FIG. 2A and the subsequent cover slidingphase into the open position shown in FIG. 3A takes place very smoothand without jolts. This means that the cover carrying element initiallymoves significantly more slowly than the transport carriage and onlygradually assumes the speed of the transport carriage. A cam arrangement40, 22 of this type also serves for tilting the cover carrierindependently of the carriage/cover interlocking according to theinvention and the simultaneous penetration of the additional guide curve24, i.e., this cam arrangement itself has inventive merit.

[0038] To the extent described thus far, all three embodiments of thepresent invention essentially correspond to the arrangement known fromWO 94/25301. The elements which are novel in comparison to the state ofthe art are described in detail below.

[0039] In the embodiment according to FIGS. 1A through 4D, the transportcarriage 30 has a horizontal slot in which a locking means 34 ofpractically identical cross section is guided in low-friction fashion.The locking means 34 consists of a relatively short formed piece withinclined surfaces on its ends, wherein said inclined surfaces correspondto a catch limit stop 38 on the transport carriage 20 and a switchingsurface 36B of a control means on the guide element 32 which isdesignated by reference numeral 36. The control means 36 consists of avertically oriented inner wall region of the guide element 32 which isoriented parallel to the sliding direction (FIG. 1B) of the transportcarriage 30 indicated by a double arrow within its entire rear region(its right region in FIG. 1B). The control means 36 only has a differentprogression within its front region (its left region in the figure),wherein this different progression is realized in the form of adepression 36A in the guide element 32. In this case, one end of thedepression is formed by the switching surface 36B.

[0040] When the cover part 12 is closed and in the carriage positions,in which the cover part is tilted, i.e., in all positions between thecarriage positions shown in FIG. 1A and FIG. 2A, the locking means 34 inthe transport carriage 30 is slid outwardly and protrudes into theaforementioned depression 36A of the control means 36, whereby saidlocking means does not engage with the cover carrying element 20, but israther prevented in appropriate fashion.

[0041] The first embodiment as well as the two other embodimentsindicates that it is preferred to subject the locking means 34 to amechanical control based on a suitable orientation of mutual controlsurfaces, when locking as well as unlocking the locking means.

[0042] Once the transport carriage 30 is slid into the position shown inFIG. 2A and FIG. 2B, the additional sliding of the transport carriage 30toward the rear (toward the right in the figure) causes the lockingmeans 34 to be moved out of its position by means of the switchingsurface 36B, i.e., the locking means is moved out of the depression ofthe control means 36 and simultaneously pressed into the locked positionrelative to the catch limit stop 38 on the cover carrying element 20.FIG. 3B shows the new position of the locking means 34.

[0043] During the additional sliding of the transport carriage 30 towardthe rear (toward the right in the figure), the locking means 34 is stillnot subjected to any stress because the first cam 22 is now in contactwith the front end of the first guide curve 24 of the transport carriage30, i.e., the transport carriage 30 drives the cover carrying element 20toward the rear.

[0044] When the transport carriage 30 is slid forward again from itsopen position shown in FIGS. 3A/3B in order to gradually close the roofopening 14, the locking means 34 in the transport carriage 30 drives thecover carrying element 20 and is subjected to stress. The locking means34 is only returned into its unlocked position according to FIG. 2Bshortly before the carriage sliding position shown in FIGS. 2A/2B isreached again. This process takes place automatically due to the forwardsliding of the transport carriage 30 (sliding toward the left in thefigure). This automation is attained due to a suitable inclination ofthe catch limit stop 38 and the corresponding end region of the lockingmeans 34, whereby the outer region of the first cam 22 is already movedinto the third guide curve 40 and adjoins the region of the guide curvewhich extends transversely downward in this position. Consequently, theresistance generated between the transport carriage 30 and the covercarrying element 20 only need be high enough that the locking means 34is laterally slid into the depression 36A of the control means 36. Ifthe corresponding inclined surfaces of the locking limit stop 38 and thelocking means 34 are suitably shaped, the force required for thislateral sliding is so low that it can be barely noticed.

[0045] Consequently, the end of the sliding path of the cover part 12 inthe closing direction and the transition into the lowering phase of thecover part 12 are not subject to jolts. This effect is even promoted dueto the fact that the first guide curve 24 in the transport carriage 30has a nearly horizontal progression on its front end 24A, i.e., aprogression that extends parallel to the guide element 32. This nearlyhorizontal progression not only serves as an insertion aid into the openend of the third guide curve 40, but also allows a completely smoothtransition of the movement of the first cam 22 from its raised positioninto the subsequent lowering phase.

[0046] The first embodiment as well as all embodiments described beloware also suitable for several cover parts that are arranged behind oneanother, i.e., so-called multi-spoiler roofs.

[0047] In the second embodiment according to FIGS. 5A through 7B, onlythe design of the locking means 34 differs from that of the firstembodiment: in this case, the locking means 34 is no longer arranged inslidable fashion, but rather in tilted fashion on the transport carriage30. An opening in the transport carriage 30 which is adapted to thecross section of the locking means may, in contrast to the firstembodiment, be eliminated. FIGS. 5B and 6B clearly show that the lockingmeans contains a pivot arm 34A that is realized in the form of aone-armed lever, carries the locking means 34 on its free lever end, andcontains a pivot point 34B arranged on the transport carriage 30 on itsfront end. A cam arrangement 22, 24 analogous to that of the firstembodiment is also provided in the second embodiment but is not shown inthe figure because it is arranged inside the transport carriage 30.

[0048] In the third embodiment according to FIGS. 8A and BB, thedifference in comparison to the first embodiment can be seen in the factthat the moving direction of the locking means 34 does not extendhorizontally, but rather vertically, whereby the control means 36 islocated on the bottom wall of the guide element 32. In other respects,the design of the locking means in the form of a lever corresponds tothat of the second embodiment according to FIGS. 5A through 7B.

LIST OF REFERENCE NUMERALS

[0049]10 Adjusting device

[0050]12 Cover part

[0051]13A Partial frame

[0052]13B Partial frame

[0053]14 Roof opening

[0054]16 Roof surface

[0055]18 Side parts

[0056]20 Cover carrying element

[0057]22 First cam

[0058]24 First guide curve

[0059]24A Horizontal region

[0060]26 Second cam

[0061]28 Second guide curve

[0062]30 Transport carriage

[0063]32 Guide element

[0064]34 Locking means

[0065]34A Pivot arm

[0066]34B Pivot point

[0067]36 Control means

[0068]36A Depression

[0069]36B Switching surface

[0070]38 Catch limit stop

[0071]40 Third guide curve

[0072] D Longitudinal direction

1. Adjusting device (10) for a sunroof that contains at least one coverpart (12) for selectively closing and at least partially opening anopening (14) in a rigid roof surface (16) of an automobile, wherein theroof opening is limited by a base part with side parts (18) that lieopposite one another and define a longitudinal direction (D), andwherein said cover part (12) can be tilted as well as slid along thislongitudinal direction (D), with at least one cover carrying element(20) that is connected to the cover part (12) and that can be tilted(pivoted) about a first cam (22) that extends transverse to thelongitudinal direction (D) and slid along the longitudinal direction(D), with at least one guide element (32) that extends along thelongitudinal direction (D) and that is provided on the base part, withat least one carriage element (transport carriage 30) that is guided inslidable fashion along the guide element (32) and moves the cover part(12), and with adjusting means (20-28) for tilting and sliding the coverpart (12), wherein said adjusting means connects the cover part (12) tothe carriage element (30) such that they can be moved relative to oneanother and slid along the longitudinal direction (D), characterized bythe fact that at least one locking means (34) is provided forindependently interlocking the at least one carriage element (30) andone adjusting means (20), that the at least one guide element (32) isprovided with at least one control means (36), such that the carriageelement (30) and the adjusting means (20) are effectively interlocked inthe longitudinal direction (D), i.e., the carriage element and theadjusting means are unable to move relative to one another, when thecarriage element (30) is slid between positions between which the coverpart (12) is essentially only slid in the longitudinal direction (D) inthe tilted position, and that the carriage element (30) and theadjusting means (20) are disengaged from one another, i.e., the carriageelement and the adjusting means are able to move relative to one anotherin the longitudinal direction (D), when the carriage element (30) isslid between positions in which the cover part (12) is essentiallyaligned with the roof opening (14) and merely tilted.
 2. Adjustingdevice according to claim 1 , characterized by the fact that the lockingmeans is realized in the form of a locking means that acts on one sideand is arranged in such a way that it only transmits driving forces ontothe adjusting means (20) during the closing movement of the carriageelement (30) in the sliding phase.
 3. Adjusting device according toclaim 2 , characterized by the fact that the locking means (34) engagesbehind the rear end region of the adjusting means (20) in theinterlocked position.
 4. Adjusting device according to one of claims1-3, characterized by the fact that the control means is arranged on theguide element (32), and by the fact that the control means contains adepression (36A) for partially accommodating the locking means (34) inthe unlocked position.
 5. Adjusting device according to one of claims1-4, characterized by the fact that the control means (36) contains aswitching surface (36B) for sliding the locking means (34) during theopening movement of the carriage element (30), namely from the unlockedposition into a position in which the carriage element (30) and theadjusting means (20) are interlocked.
 6. Adjusting device according toone of claims 1-5, characterized by the fact that the locking means (34)is provided with a pivot arm (34A) for pivoting the locking means (34)about a pivot point (34B) arranged on the carriage element (30). 7.Adjusting device according to one of claims 1-6, characterized by thefact that first and second cam arrangements (22, 24; 26, 28) that actbetween the adjusting means (20) and the carriage element (30) carry outthe raising and lowering movements of the adjusting means (20). 8.Adjusting device according to claim 7 , characterized by the fact thatthe first cam arrangement (22, 24) which serves for raising the frontedge of the cover is provided with a front guide curve zone (24A), theinclination of which approximately corresponds to the longitudinaldirection (D), in particular, extends parallel to said longitudinaldirection.
 9. Adjusting device according to one of claims 1-8,characterized by the fact that a cam arrangement (22, 40) that actsbetween the adjusting means (20) and the guide element (32) is provided,wherein a guide curve (40) arranged within the front guide regioncontains a region (40A) that inclines toward the rear and transformsinto a region (40B) that extends approximately parallel to thelongitudinal direction (D).
 10. Adjusting device according to claim 9 ,characterized by the fact that the guide curve (40B) contains an openingthat is directed toward the rear and serves as an inlet and an outletfor the cam (22).